Gm Global Technolgoy Operations, Inc.

Xiaofeng Mao

Thomas A Klingler

Lei Hao

Xinyu Du

Eric Edward Krueger

Xidong Tang

Scott C Mrdeza

Fan Bai

William R Cawthorne

Bo Yu

Yilu Zhang

Mutasim Abdurrahman Salman

Yiran Hu

Wen-Chiao Lin

Pulak Bandyopadhyay

Stephen R Pastor

Robert A De Stefano

R Travis Schwenke

Phillip M Turner

Hai Xu

Jeffrey N Heaton

Alexander M Allan

Richard O Gillett, Jr

A power circuit includes a power source and a plurality components that connect the power source to a subsystem of a vehicle. A fault detection module receives voltages at an output of the power source and at an input of the subsystem and current drawn by the subsystem, and distinguishes between a power source failure, a permanent and an intermittent disconnection of one of the components from the power source, and a loose connection between the power circuit and the subsystem or corrosion of one of the components, based on analyses of the voltages and the current. A fault mitigation module mitigates the first two faults by switching to a different power source in the vehicle to supply power to the subsystem, and mitigates the third and fourth faults by reducing the power consumed by the subsystem and by generating a warning regarding the intermittent disconnection or loose connection.

Fault isolation, prognosis, and mitigation for vehicle component electrical power circuit

An active damping system for a driveline includes a prop shaft configured to transmit engine power from an engine to a load, a sealed damper housing, and an active damping fluid contained within the sealed damper housing. A viscosity of the active damping fluid is changeable based on a torsional vibration of the prop shaft. The active damping system further includes a piston fixed to a side of the prop shaft and in communication with the active damping fluid. The piston is configured to rotate about an axis of the prop shaft. The system further includes a viscosity changing unit in communication with the active damping fluid, and a controller operatively connected to the viscosity changing unit. The controller is configured to cause the viscosity changing unit to change a viscosity of the active damping fluid. The viscosity of the active damping fluid changes the torsional vibration.

Active damper for torsional vibration and noise mitigation in a driveline

A powertrain includes a propulsion system having first and second torque sources, and first and second drive axles respectively connected to and independently driven by the first and second torque sources. A permissible range of torque contribution from the torque sources to the respective first and second drive axles is defined by a component torque window. The powertrain includes sensors for detecting a dynamic driving maneuver of a vehicle having the powertrain. A controller executes a method to adjust a size and/or orientation of a chassis torque window during the detected dynamic driving maneuver, determine an optimally efficient axle torque operating point that falls on a torque line within the component torque window in proximity to the chassis torque window, and command the torque contribution via transmission of torque control signals to the first and second torque sources to achieve the optimally efficient axle torque operating point.

Powertrain and method of coordinating chassis and propulsion system torque limits

Methods and apparatus are provided for moving a receiver associated with a hitch frame of a vehicle. The method includes receiving data indicating a hand wheel angle; determining, with a processor, a position for the receiver relative to the hitch frame based on the hand wheel angle; and outputting one or more control signals to a motor coupled to the receiver to move the receiver relative to a longitudinal axis of the vehicle based on the determination.

Systems and methods for movable hitch receiver

Methods and systems for controlling torque for a front axle and a rear axle of a vehicle with independent front and rear propulsion systems are provided. A data unit is configured to obtain data for one or more parameters of a vehicle while the vehicle is being driven. A processor is coupled to the data unit, and is configured to provide torque to at least facilitate providing torque the front axle and the rear axle independently based on the one or more parameters.

Torque control for vehicles with independent front and rear propulsion systems

A method of monitoring performance of an electric motor includes calculating an actual input power and an expected input power of the electric motor. A power difference between the actual input power and the expected input power is recursively calculated over at least one period of an electrical cycle of the electric motor to determine a variance in the power difference during the at least one period of the electrical cycle. The variance in the power difference is compared to a threshold value to determine if the variance in the power difference is greater than the threshold value or less than the threshold value. The control module may signal that the electric motor is not operating within allowable operating parameters when the variance in the power difference is less than the threshold value.

Method of monitoring performance of an electric motor

The present disclosure relates to estimation of battery parameters, including SOC and SOH using a plurality of particles, each of which represents at least one parameter and at least one state of a battery system. A system model may simulate the battery system using processing logic. Each of the plurality of particles may propagate through the system model to generate a plurality of modeled particle values, each of which may be compared to a measurement of an electrical parameter of the battery system. Each particle may be weighted based upon a comparison of the modeled particle value and the measurement. A successive plurality of particles may be generated based upon the weight assigned to each of the plurality of modeled particle values. A number of iterations may be performed to generate a tuned plurality of modeled particle values, upon which an estimated parameter of the battery system may be based.

Systems and methods for battery parameter estimation

Systems and methods are provided for diagnosing stator windings in an electric motor. An exemplary method for diagnosing stator windings in an electric motor involves determining an input energy imbalance across phases of the stator windings for an electrical period of the electric motor and identifying a fault condition when the input energy imbalance is greater than a first threshold value. In some embodiments, an input energy ratio across phases of the stator windings is also determined for the electrical period, wherein the fault condition is identified as a phase-to-phase short circuit fault condition when the input energy ratio is greater than a second threshold value and the input energy imbalance is greater than the first threshold value, or alternatively, as an in-phase short circuit fault condition when the input energy ratio is less than the second threshold value.

Stator winding diagnostic systems and methods

A robust battery state-of-charge observer determines a state-of-charge as function of an open circuit voltage by taking into account battery parameter uncertainties, which are due to battery age, variation, and operating conditions, (e.g. temperature and SOC level). Each of the time-varying battery parameter values are bounded. By utilizing the parameter variation bounds in the design process and constantly minimizing the estimation error covariance matrix, the robust observer achieves enhanced robustness to the variations of battery age, variation, and operating conditions such as temperature and SOC level.

Battery state-of-charge observer

A battery state-of-charge (SOC) estimator uses a robust Hfilter design by taking into account the battery parameter uncertainties, which is due to battery age, variation, and operating conditions such as temperature and SOC level. Each of the time-varying battery parameter values and their variation rates are bounded. By utilizing the parameter variation bounds and parameter variation rate bounds into the design process and minimizing the Hgain from the measured current signal to the estimation error of V, the battery SOC estimator can achieve enhanced robustness to the variations of battery age, variation, and operating conditions that include temperature and SOC level.

[object Object]

A method includes collecting state of health (SOH) data and usage data from a plurality of vehicles. A peer group is identified among the vehicles. A vehicle health prognosis is generated for each vehicle of the peer based on the collected SOH and usage data. The vehicles of the peer group are ranked based on the generated vehicle health prognosis and the rank is reported to an output device that is associated with each vehicle or with a user of each vehicle. If evaluation of the ranking indicates that the health prognosis of a vehicle of the peer group is improvable by modifying vehicle usage, an alert is issued to a user of that vehicle.

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Novi, MI, United States of America

Xiaofeng Mao